Waste Management 116 (2020) 179–189

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Waste Management
journal homepage: www.elsevier.com/locate/wasman

Network design of a household waste collection system: A case study of

the commune of Renca in Santiago, Chile
Carola Blazquez ⇑, Germán Paredes-Belmar
Department of Engineering Sciences, Universidad Andres Bello, Quillota 980, Viña del Mar, Chile

a r t i c l e i n f o a b s t r a c t

Article history: This study proposes a design of a household waste collection system based on a two-stage procedure.
Received 6 May 2020 First, the bin location-allocation problem is solved by selecting collection sites from a set of potential
Revised 16 July 2020 sites, and determining the type and number of bins at each selected collection site. Second, bin-to-bin
Accepted 22 July 2020
waste collection routes are obtained for a fleet of homogeneous vehicles that are restricted by either work
shift duration or vehicle capacity. Mixed integer linear programming (MILP) models are proposed for
both stages, considering the particular characteristics of the problem. The models are applied to a real-
Keywords:
world instance in the commune of Renca in Santiago, Chile. The results of first stage indicate an important
Waste collection system
Bin location-allocation
preference for small bins since they have a lower unitary cost. Due to the large size of the real instance, a
Vehicle routing Large Neighborhood Search (LNS) heuristic is used in the second stage to find good feasible vehicle rout-
Heuristic ing solutions in a reasonable period of time. The results for the routing phase suggest a larger number of
Optimization model routes in the morning work shift since these routes have shorter distances. The LNS heuristic presents a
satisfactory behavior when compared to the MILP model with small instances. The proposed bin-to-bin
household waste collection vehicle routing presents a more efficient solution than the existing door-to-
door waste collection in the commune of Renca with respect to the total daily traveled distance and the
average work shift duration. Finally, a sensitivity analysis is presented and discussed for both models.
Ó 2020 Elsevier Ltd. All rights reserved.

1. Introduction economy, environment, and society. In developing countries, 20–

The estimated quantity of urban solid waste generated world-
wide was 2.01 billion tons in 2016 and is expected to reach 3.4 bil-
lion tons by 2050 (Kaza et al., 2018). According to the World Bank,
in Latin America and the Caribbean, this waste will increase by
approximately 37% in 25 years reaching 179 million tons in 2030
(Rojas et al., 2018). Under this regrettable and critical scenario,
authorities have to face challenging waste management decisions
addressing issues that require immediate attention as well as
potential issues that require strategic and integrated planning
and implementation. In many cases, local authorities need to cope
with the accelerated pace of waste generation as the population
and urbanization increase, and the economy and social activities
grow. Additionally, waste management has become a relevant
environmental concern due to the increase of greenhouse gas
emissions and the impact on climate change (Hannan et al., 2015).
The lack of an efficient municipal solid waste (MSW) manage-
ment, and adequate policies and regulatory frameworks are rele-
vant issues in most developing countries since they affect the
⇑ Corresponding author.
E-mail addresses: cblazquez@unab.cl (C. Blazquez), german.paredes@unab.cl
(G. Paredes-Belmar).
50% of the recurring budget of municipalities is spent on MSW
management, although often only 50% of the urban population is
covered by these services (UN-HABITAT, 2010). In particular, the
MSW collection and transportation activities account for approxi-
mately 50% to 70% of the total solid waste management costs
(Erfani et al., 2017; Tavares et al., 2009). The total collection costs
involve between 0.5% and 2.5% of the income per capita for devel-
oping countries, representing the most important and most expen-
sive task of the total solid waste cycle due to intensive labor,
management of a large fleet of vehicles, and significant fuel con-
sumption (Beliën et al., 2014; Cointreau, 2005). Therefore, there
is a need for an efficient waste collection system to reduce the
overall system costs, and also to mitigate the environmental and
social impacts that contribute to local episodes of sickness, water
resource pollution, greenhouse gas emissions, and traffic conges-
tion (Erfani et al., 2017; UN-HABITAT, 2010; Vu et al., 2018).
Among Latin American countries, Chile has the highest Gross
Domestic Product (GDP) and is perceived as one of the fastest-
growing economies in the last decades (World Bank, 2019), but
has the highest average annual MSW generation per capita of
456.3 kg/person-year with an average daily municipal solid waste
generation per capita of 1.25 kg/person-day (The Waste Atlas,
2013). In 2017, MSW represented approximately 35.3% of non-

https://doi.org/10.1016/j.wasman.2020.07.027
0956-053X/Ó 2020 Elsevier Ltd. All rights reserved.
180 C. Blazquez, G. Paredes-Belmar / Waste Management 116 (2020) 179–189
hazardous waste generated in Chile with a total of 7.9 million tons
(MMA, 2019). This amount of generated MSW has had an estimated
growth of approximately 21.5% with respect to the 6.5 million tons
of MSW generated in 2009 (CONAMA, 2010). Therefore, the World
Banḱs statement related to the positive correlation between a coun-
trýs economic situation and its waste generation is proven for Chile
(Kaza et al., 2018).
The current waste collection system in residential areas of dif-
ferent municipalities in Chile consists of a traditional door-to-
door collection using a truck transportation system. This manual
waste collection is usually implemented in developing countries
and is based on practical experience and intuition. As a result,
the number of waste compactor trucks and collection routes is
not necessarily adequate, and not all citizens are always com-
pletely served. Thus, the collection system becomes inefficient
since municipalities have to incur unnecessary costs while impact-
ing traffic congestion, fuel consumption, CO2 emissions, etc. Com-
monly, two or three crew members pick up the household waste,
which is left on the curbside or hanging from tree branches, and
throw this waste in the rear-load truck for immediate compacting.
In this process, roads and sidewalks are contaminated, and nega-
tive effects arise as waste is eaten and scattered by dogs or rodents
increasing pollution, stench, risk of diseases, the proliferation of
insects, etc. (Abarca-Guerrero et al., 2013; Al-Khatib et al., 2010;
Arribas et al., 2010). Additionally, workers that are engaged in
the door-to-door waste collection process are exposed to the risk
of developing work-related musculoskeletal disorders due to the
constant hauling of waste (Battini et al., 2018).
Conversely to the door-to-door solid waste collection, the bin-to-
bin waste collection system has the advantage of reducing waste
collection time along with the implied operational and transporta-
tion costs of at least 30% (Gilardino et al., 2017). Thus, this collection
system provides more accessibility for waste collecting vehicles and
improved waste disposal service for neighbors, reduces the presence
of waste on the streets that can affect the health of communities and
environmental conditions, and workers are less exposed to injuries
by employing adequate equipment (Lopez et al., 2008).
This study proposes a network design of a bin-to-bin household
waste collection system for a real-world case study in the commune
of Renca in the city of Santiago, Chile. First, a mixed integer linear
programming (MILP) model is presented to determine the type,
number, and location of bins at selected sites from a set of potential
collection sites, and to allocate the generated waste to these bins.
Second, another MILP model is introduced to obtain solid waste col-
lection routes for a homogeneous fleet of waste compactor vehicles
that serve the bins at selected collection sites obtained from the pre-
vious phase. Additionally, a sensitivity analysis is performed for dif-
ferent model parameters to study the behavior of both models. The
results of this study will aid local authorities in the decision-making
process on solid waste collection by providing an efficient bin-to-bin
collection system for Renca.
2. Literature review
Over the decades, different methodologies have been intro-
duced in the literature to assist in developing waste collection sys-
tems, which essentially considers the location-allocation modeling
of waste bins and designing waste collection routes at the tactical
and operational levels. Research has particularly focused on i) per-
forming waste bin location-allocation, ii) obtaining optimal waste
collection vehicle routes, and iii) combining both i) and ii).
Regarding the location and allocation problem of waste bins,
studies have employed various mathematical modeling, heuristic
and meta-heuristic approaches, Geographic Information System
(GIS), among others to solve this problem (Aremu et al., 2012;
Boskovic and Jovicic, 2015; Erfani et al., 2018; Ghiani et al., 2012,
2014; Rathore et al., 2019; Vijay et al., 2008). For example, Aremu
et al. (2012) solved the p-Median problem for waste bin location
and allocation. The authors used an analytic hierarchy process to
determine the number of waste bins based on the assessment of
social, economic, and environmental factors. Ghiani et al. (2012)
proposed an integer programming model to locate and determine
the number of MSW collection bins in Nardò, Italy, and compared
the results with a constructive heuristic approach. Later, Ghiani
et al. (2014) presented a heuristic algorithm for locating and allo-
cating different waste bin types and identifying homogeneous
zones to be served by a waste collection truck. Boskovic and
Jovicic (2015) applied GIS to determine the optimal number and
location of waste bins Kragujevac, Serbia. Vijay et al. (2008) used
a p-median constrained model in a GIS environment to optimally
locate waste bins. The work of Erfani et al. (2018) used a location-
allocation model in a GIS environment to minimize facilities and
another model to maximize capacitated coverage of waste bins.
Recently, a MILP model was integrated with GIS to determine the
number of waste bins in India while considering different types of
waste generation sources, waste bins, and waste types (Rathore
et al., 2019). Several studies addressing the waste bin location-
allocation problem are reviewed in Purkayastha et al. (2015).
Multiple methods have been presented for MSW collection
route optimization that minimizes costs, and social and environ-
mental adverse effects (Arribas et al., 2010; Akhtar et al., 2017;
Assaf and Saleh, 2017; Das and Bhattacharyya, 2015; Habibi
et al., 2017; Hannan et al., 2018; Miranda et al., 2015; Son, 2014;
Son and Louati, 2016; Tavares et al., 2009; Vecchi et al., 2016; Vu
et al., 2020). For example, Tavares et al. (2009) employed GIS 3D
route modeling software to determine routes for waste collection
vehicles while minimizing fuel consumption in Cape Verde.
Arribas et al. (2010) used a combinatorial optimization and integer
programming model jointly with GIS to obtain waste collection
routes and vehicle fleet size. Son (2014) presented a hybrid
methodology that uses a heuristic algorithm (Chaotic Particle
Swarm Optimization) and Dijkstra algorithm in a GIS environment
for obtaining optimal waste vehicle routes in Danang, Vietnam.
Subsequently, Son and Louati (2016) proposed a route optimiza-
tion model that was implemented along with GIS tools to maxi-
mize the amount of collected waste and minimize total
environmental emissions. Das and Bhattacharyya (2015) employed
MILP to solve the MSW collection and transportation problem
while minimizing tour and visiting costs. Miranda et al. (2015)
employed a MILP to obtain the waste collection routing of barges
among a set of rural islands in southern Chile. Yet in another study
by Vecchi et al. (2016), a sequential approach of binary and MILP,
and an adapted Hierholzer algorithm was proposed for obtaining
optimal routes for waste collection trucks in Campo Mourão, Brazil
while reducing traveled distance and carbon dioxide emissions. In
another study by Akhtar et al. (2017), the authors proposed a mod-
ified backtracking search algorithm for optimizing waste collection
routes that diminishes the economic costs and environmental
impacts. A genetic algorithm was presented by Assaf and Saleh
(2017) to obtain optimal solid waste collection routes in Palestine.
Hannan et al. (2018) proposed a modified particle swarm opti-
mization algorithm to determine the best collection routes for
waste trucks. Recently, Vu et al. (2020) yielded different scenarios
considering waste collection frequency, truck capacity and config-
urations, and waste composition in the truck route optimization
using GIS. For further literature review on waste collection routes,
refer to Beliën et al. (2014) and Sulemana et al. (2018).
Finally, both waste bin location-allocation and vehicle routing
optimization problems have been solved by different studies
(Erfani et al., 2017; Gilardino et al., 2017; Hemmelmayr et al.,
2014; Jammeli et al., 2019; Khan and Samadder, 2016; Lopez et al.,
 C. Blazquez, G. Paredes-Belmar / Waste Management 116 (2020) 179–189 181

2008; Vu et al., 2018). For instance, Hemmelmayr et al. (2014) inte-

Decision Variables
grated a MILP method with a variable neighborhood search meta-
heuristic to solve the bin allocation problem and the vehicle

xj 1 if a waste bin is located at site j
routing problem. Gilardino et al. (2017) proposed a mathematical
0 otherwise
optimization model for determining the number and location of
yjk Number of waste collection bin type k required at the site j
waste and recyclable waste bins, and a heuristic approach for

obtaining collection routes in Lima, Perú while minimizing the num- zij 1 if a waste generator point i is allocated to collection site j
ber of waste vehicles. Lopez et al. (2008) employed GIS to determine 0 otherwise
the number and location of containers for paper and cardboard
waste from small businesses, and the collection routes for each vehi-
cle. Erfani et al. (2017) solved the waste bin location-allocation prob- According to the previous notation, the problem is formulated as a
lem and capacitated vehicle routing problem by using GIS. Similarly, MILP model as follows.
Khan and Samadder (2016) studied a solid waste collection bin allo- XX
Min Z 1 ¼ C k yjk ð1Þ
cation problem and employed GIS to obtain collection vehicle routes
j2I k2K
in Dhanbad, India. In another study, Vu et al. (2018) employed GIS to
determine the optimal location and number of collection points and s.t.
collection routes for trucks and handcarts in Hai Phong, Vietnam. X
zij ¼ 18i 2 C ð2Þ
Jammeli et al. (2019) modeled a household waste collection and
j2I:dij 6g
transportation problem to determine the optimal number of bins
and vehicle routes in Tunisia by minimizing collection costs and X X
environmental impact. hi zij 6 Q k yjk 8j 2 I ð3Þ
i2C:dij 6g k2K

3. Methodology
yjk 6 bxj 8j 2 I; k 2 K ð4Þ
A two-stage procedure is proposed in this study. The first stage X
presents a MILP model that solves the bin location-allocation prob- zij P xj  xl 8i 2 C; j 2 I : dij 6 g ð5Þ
l2I:l–j;dil <dij
lem by selecting collection sites, determining the number of bins at
each selected collection site, and allocating waste generation to
collection sites. In the second stage, a MILP model is formulated xl þ xj 6 18l 2 I; j 2 I : l–j; ejl 6 d ð6Þ
for determining efficient waste collection routes for a fleet of
homogeneous vehicles. xj ; zij 2 f0; 1g8i 2 C; j 2 I : dij 6 g ð7Þ

3.1. Location-allocation stage yjk 2 Z þ0 8j 2 I; k 2 K ð8Þ

The objective function (1) minimizes the bin location cost at the
In this stage, the following assumptions are considered in the selected collection sites. Constraints (2) indicate that each waste
model: i) collection sites are situated at intersections, ii) sufficient generation point i is assigned to a single collection site j within a
space is provided to locate the assigned number of bins at each col- threshold distance g. Constraints (3) limit the capacity for each col-
lection site, iii) waste generation is located at the centroid of each lection site. Constraints (4) ensure that if a set of bins is required at
census block, iv) Euclidean distances between centroids and bins a site, then this collection site must be enabled. Additionally, these
are used, and v) each bin is completely emptied when it is served constraints indicate the maximum allowable number of bins per
by a truck. site. Constraints (5) (also known as ‘‘closest assignment con-
The bin location-allocation problem is formulated as a MILP straints”) ensure the assignment of each waste generation point
model based on the following sets and indices, parameters, and to its closest collection site. Constraints (6) prevent the selection
decision variables. of two close collection sites. Thus, two collection sites must be sep-
arated by a minimum distance d. Constraints (7) and (8) indicate
Sets and indices the domain of decision variables.
I Set of candidate collection sites
C Set of waste generation points 3.2. Waste collection routing stage
K Set of bin types
i Waste generation point i, i 2 C In this stage, a visit sequence is designed for each vehicle to
j,l Collection site, j, l 2 I serve the bins at the collection sites. The following are assumptions
k Type of bin (small and large capacities), k 2 K and considerations included in the resolution of the waste collec-
Parameters tion routing problem: i) a homogeneous fleet of vehicles is avail-
hi Volume of waste generation point i able for waste collection, ii) each truck starts and ends its
Qk Bin capacity of bin type k collection route at the municipality (Origin node), iii) each truck
Ck Unitary bin cost for bin type k travels to the disposal site (DS) to dispose the collected waste
b Maximum number of bins per collection site when it has reached its full capacity or the total work shift hours,
dij Minimum distance between a waste generator point i and iv) after disposing the waste at the DS, the trucks continue their
a collection site j collection routes if the work shift has not ended, and v) once the
g Maximum walking distance between a waste generator work shift has terminated, the vehicles travel a fixed distance
point i and a collection site j between DS and the municipality. Note that this leg of the route
ejl Minimum distance between collection site j and is not included in the model.
collection site l The following MILP model addresses the aforementioned condi-
d Minimum distance between two collection sites tions of the problem to minimize the household waste collection
distance. In this model, the Origin-DS route denotes the waste
182 C. Blazquez, G. Paredes-Belmar / Waste Management 116 (2020) 179–189

X X
collection sequence for each truck traveling from the municipality yijk ¼ yjik 8k 2 K; i 2 NffO; Dg ð21Þ
(origin) toward the DS, as the waste is being collected. The DS-DS j2Nffi;Og j2Nffi;Og
route indicates the waste collection sequence for each truck travel- X X  
ing back from the DS to Renca to continue with the collection sj þ t ij yijk 6 T 2 8k 2 K ð22Þ
route, followed by a final trip to DS to dispose the waste. i2NffOg j2Nffi;Og
Sets and parameters
 
C 2 jk P C 2 ik þ qi  Q 1  yijk 8k 2 K; i; j 2 N : i–j; j–fO; Dg ð23Þ
N node set
K truck set xijk ; yijk 2 f0; 1g8k 2 K; i; j 2 N : i–j ð24Þ
O origin node (municipality)
D destination node (DS) C 1 ik ; C 2 ik P 08k 2 K; i 2 N ð25Þ
qi waste generation in site i (given from Stage 1)
si service time at site i The objective function (9) minimizes total traveled distance.
Q capacity of the trucks Constraints (10)–(15) state the collection sequences from the Ori-
cij distance from node i to node j gin to DS. Constraints (16) indicates that a waste collection site is
tij travel time from node i to node j visited in an Origin-DS route or a DS-DS route. Constraints (17)
T1 time limit for routes Origin-DS force the continuity for each truck if required. Constraints (18)–
T2 time limit for routes DS-DS (23) state the collection sequences from and to DS. Finally, con-
straints (24) and (25) indicate the domain of decision variables.
Since the size of the instance employed in this study has more
Variables than 200 nodes (collection sites), the vehicle routing problem is

difficult to solve in a short time period. Therefore, the Large Neigh-
1 if truck k travels from node i to node j ðorigin - DSÞ borhood Search (LNS) heuristic was used to determine a set of fea-
xijk ¼
0 otherwise sible solutions, as in Pisinger and Ropke (2007). This heuristic is

based on a destroy and repair strategy. Once a feasible solution is
1 if truck k travels from node i to node j ðDS - DSÞ built, the heuristic randomly removes nodes of the feasible solu-
yijk ¼
0 otherwise tion. Subsequently, the heuristic repairs the solution by using a
greedy heuristic. Erdoğan (2017) presents more details on the
C 1 jk ; C 2 jk : auxiliar variables to preclude subtours implementation of the LNS heuristic.
XXX   The pseudocode of the LNS algorithm employed in this research
Min Z 2 ¼ cij xijk þ yijk ð9Þ
i j–i k
is the following.

Subject to Algorithm Large Neighborhood Search

X X
xijk qi 6 Q 8k 2 K ð10Þ 1: Input: build a feasible solution  using a greedy
i2NffDg j2Nffi;Og heuristic
2: Improve and save the best feasible solution using
X
xOjk 6 18k 2 K ð11Þ exchanges, 1-opt and 2-opt (xb = x).
j2NffOg 3: Repeat
5: Destroy the feasible solution, removing vertices (xt = d
X
xiDk 6 18k 2 K ð12Þ (x)).
i2NffDg 6: Repair the feasible solution, adding vertices with a
greedy heuristic (xt = r(xt))
X X
xijk ¼ xjik 8k 2 K; i 2 NffO; Dg ð13Þ 7: Improve the solution with exchanges, 1-opt, and 2-opt.
j2Nffi;Og j2Nffi;Dg 8: If the new feasible solution objective value is better than
the best solution objective value (Z2(xt) < Z2(xb)) Then
X X  
sj þ t ij xijk 6 T 1 8k 2 K ð14Þ 9: Save the feasible solution as the best solution (xb = xt)
i2NffDg j2Nffi;Og 10: Else
11: Replace the feasible solution by the best solution xb with
  probability p
C 1 jk P C 1 ik þ qi  Q 1  xijk 8k 2 K; i; j 2 N : i–j; j–fO; Dg ð15Þ
12: Until time limit is reached
X X X X 13: Return best-known solution xb.
xijk þ yijk ¼ 18j 2 NffO; Dg ð16Þ
i2NffDg k2K i2NffOg k2K

X X
xiDk P yDjk 8k 2 K ð17Þ
i2NffO;Dg j2NffO;Dg 4. Case study
X X
yijk qi 6 Q 8k 2 K ð18Þ 4.1. Study area
i2NffO;Dg j2Nffi;Og

X Over 40% of Chile‘s total population resides in the Metropolitan

yDjk 6 18k 2 K ð19Þ Region, in which the capital city of Chile, Santiago, is situated. San-
j2NffDg tiago generates 43.8% of the total annual solid waste nationwide
X (MMA, 2018; Rojas et al., 2018), and has shown a steady increase
yiDk 6 18k 2 K ð20Þ in the average daily MSW generation rate over the years. For
i2NffDg instance, this rate increased on average from 0.80 kg/person in
 C. Blazquez, G. Paredes-Belmar / Waste Management 116 (2020) 179–189 183

1995 to 1.2 kg/person in 2007, and later to 1.5 kg per capita in Table 1
2014, and is continuing to rise mainly due to population growth Daily waste generation for Renca by SES.

and increase of the life expectancy (Bräutigam et al., 2012; SES Population Daily waste generation Daily waste
Guibrunet et al., 2017). rate (kg/person-day) generation (kg)
Renca is one of the 34 communes of Santiago and is located High 134 (0.1%) 1.48 197.8
northwest of Santiago, as shown in Fig. 1. According to the 2017 Medium 18,393 (14.7%) 1.14 20,963.8
Chilean census, Renca has an area of 4,853,300 m2 and a population Low 106,846 (85.2%) 1.00 107,700.8

of 147,151 inhabitants. This commune is limited at the north by

the highest hill of Santiago, and at the west, east, and south by
three highways (Vespucio Sur, Central, and Costanera Norte,
respectively) that separate Renca from other five communes. In
2013, Renca generated 69,956 tons of waste, representing 2.3% of
the total MSW generated in the Metropolitan Region and is 24.5%
higher than the total MSW generated nationwide (SMARM, 2014).
4.2. Data
In Chile, as other developing countries, the socioeconomic sta-
tus (SES) and urban consumption have a direct influence on waste
generation due to different environmental and social factors (Khan
et al., 2016). Higher-income families produce a larger quantity of
waste per inhabitant than lower-income families (CONAMA,
2010; PLADECO, 2015). In this study, the waste generation rate is
differentiated by SES, as shown in Table 1, in order to portray the
reality of waste generation in Renca.
Only household waste is considered in this study since the
waste generated by commerce and other economic activities in
Renca is negligible compared to the waste generated in residential
areas (CONAMA, 2006). This waste is assumed to be generated at
the block centroids since the 2017 census data is aggregated at
the block level for anonymity purposes (INE, 2017), and more
detailed information is not available.
Two types of bins were employed in this case study: small
capacity of 2400 L and large capacity of 3200 L with unitary costs
of 400 USD and 600 USD, respectively. Residents should not walk
more than 250 m to the nearest selected collection site. A maxi-
mum of five bins for each capacity may be located at each collec-
tion site, and a minimum distance of 70 m is assumed between
collections sites. Each collection site is visited three times a week
to collect the waste from the bins.
The work shift duration is equal to eight hours and is divided
into two 4-h shifts (8am-12 pm and 2 pm-6 pm) with a 2-hour
break between shifts. Waste trucks are assumed to travel at a
constant speed of 30 km/h, and the average service time at each
collection site is equal to 10 min. In this study, the average
waste density is 180 kg/m3, and waste is compacted to one-
third of its original volume in waste trucks with a maximum
capacity of 10 metric tons.
5. Results
This section is presented as follows. First, the results of the bin
location-allocation model are shown for a base case, followed by a

Fig. 1. Communes of Great Santiago, Chile.

184 C. Blazquez, G. Paredes-Belmar / Waste Management 116 (2020) 179–189
sensitivity analysis of the model parameters. Second, the results of
the waste collection routing stage for the base case and sensitivity
analysis are described. Subsequently, a comparison between LNS
heuristic and the MILP model, and with the existing waste collec-
tion system in Renca are presented.
5.1. Location-allocation
The base case considers 1026 waste generation centroids and
1345 potential collection sites situated at intersections. The model
was coded in AMPL and solved in CPLEX 12.8. The execution time
limit is set to 4 h. If an instance cannot be solved optimally within
this time limit, then the integrality GAP is reported.
Fig. 2 presents the location-allocation result with the assigned
collection sites to its respective waste generation centroid for the
base case. The inset shows a detail of the result. Table 2 shows that
the cost for the best feasible solution of the base case is 254,000
USD with a reported integrality GAP of 1.75% in four hours of com-
putation. This solution is near the optimum. Note that there is an
Fig. 2. Location-allocation result for the base case.
important preference for small bins with a capacity of 2400 L
(593 bins) since they have a lower unitary cost. On average, the uti-
lization rate of the bins is 94.7%. Finally, the average walking dis-
tance from the waste generation centroids to the nearest
collection site is slightly less than 70 m.
5.1.1. Sensitivity analysis
A sensitivity analysis is performed to investigate the effects of
different parameter settings on the location/allocation model.
Table 2 also presents the results of the sensitivity analysis for each
of the following parameters separately.
5.1.1.1. Bin capacity. Cases 1 and 2 consider only bins with small
and large capacities (2400 and 3200 L, respectively), and Case 3
includes a combination of both small and large bin capacities with
a maximum of 400 small bins. Among the three cases, the highest
total bin cost is obtained with the large bins (Case 2) due to its lar-
ger unitary cost. However, a smaller total number of bins (493) are
employed with an inferior average utilization rate of 90.8% in this
 C. Blazquez, G. Paredes-Belmar / Waste Management 116 (2020) 179–189 185

Table 2
Results of the location-allocation stage for the base case and sensitivity analysis.

Results Base Sensitivity Analysis

Case
Bin Capacity Waste Collection MDS MWD
Frequency
Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7 Case 8 Case 9 Case 10
small large Small (2400 lt) & 1 day 3 days 0m 140 m 100 m 150 m 200 m
(2400 lt) (3200 lt) large (3200 lt)
Total bin cost (USD) 254,000 256,400 295,800 258,400 125,200 378,000 255,800 251,400 387,800 254,600 254,000
Number of selected 272 284 269 266 223 297 280 188 343 262 262
collection sites
Number of bins 593 & 28 641 493 400 & 164 (564) 313 & 0 876 & 46 608 & 21 570 & 39 950 & 13 581 & 37 602 & 22
(621) (313) (922) (629) (609) (963) (618) (624)
Average walking 69.1 67.9 68.8 68.3 76.0 65 68.7 81.5 56.4 70.5 70.1
distance (m)
Average bin 94.7 93.0 90.8 96.5 90.6 95.6 94.0 96.0 88.7 94.5 94.6
utilization rate (%)
Coverage (%) 100 100 100 100 100 100 100 100 95.6 100 100
Integrality GAP (%) 1.75 2.66 2.94 3.52 9.75 4.89 6.4 4.7 0.1 0.4 5.6

type of bin. On the contrary, the total bin cost is lower for Case 1
since only small bins are considered, but larger number of bins
and collected sites are needed to satisfy the waste generation
demand. In Case 3, the model employs all 400 small bins along
with 164 large bins, but the large bin utilization rate of 96.5%.
Note that in the base case the combination of 593 small bins
and 28 large bins presents the lowest total bin cost of 254,000
USD. Variations in the bin capacities do not impact the walking dis-
tances of the inhabitants to the nearest collection site, as the aver-
age walking distances for Cases 1, 2, and 3 are very similar to the
base case.
even further to 100 m (Case 8). For this case, the average walking
distance is reduced to 56.4 m, but the total bin cost increases to
$387,800 due to the larger number of required bins (963). As
opposed to the other cases in Table 2 that yielded full waste collec-
tion coverage (100%), this coverage is equal to 95.6% for a MWD of
100 m, meaning that not all waste generation centroids were
assigned to a collection site. The location-allocation model may
be modified to address this situation by considering the mandatory
selection of collection sites that are near the households of the
elderly and persons with disabilities. This model modification
remains as future research.

5.1.1.2. Waste collection frequency. Table 2 shows the results for
waste collection frequencies of one day and three days. There is
an obvious decrease in the number of bins employed when waste
is collected every day (Case 4) than every other day (Base case),
requiring only 313 small bins with a lower utilization rate. If the
waste is collected every three days (Case 5), then the solution is
more expensive with a total bin cost of 378,000 USD since a larger
number of bins is required to satisfy the generated demand (876
small bins and 46 large bins). In addition, since there are more col-
lection sites selected in this case, the average walking distance of
the inhabitants is reduced to 65 m.
5.1.1.3. Minimum distance between collection sites (MDS). Case 6 in
Table 2 takes into account a MDS equal to 0 m, meaning that there
is no restriction regarding the distance between collection sites.
Additionally, a MDS of 140 m is considered for Case 7. When com-
paring both cases, a larger number of selected collection sites and
larger number of bins are observed for Case 6, implying that the
citizens would have to walk a smaller distance to their waste dis-
posal. Although the utilization rates are relatively similar for both
cases, the most economical solution is obtained when bins are sep-
arated by a minimum distance of 140 m at the expense of a large
average walking distance.
5.1.1.4. Maximum walking distance (MWD). In terms of the total bin
cost,this cost remains the same if MWD is decreased from 250 m
(Base case) to 200 m (Case 10). Moreover, if the MWD is reduced
to 150 m, then the solution for Case 9 is only slightly more expen-
sive than the base case. Note that both Cases 9 and 10 have the
same number of selected collection sites (262) in their solutions,
and the average walking distance and the percentage of bin utiliza-
tion have very similar values. In order to consider the point of view
of the elderly and persons with disabilities, the MWD was reduced
5.2. Vehicle routing
The vehicle routing stage determines the feasible daily routes
for each truck, once the number and type of bins have been located
at the selected collection sites. As aforementioned, the instance for
the case study of Renca comprises a large number of nodes or col-
lection sites (greater than 200 nodes). The MILP algorithm was not
able to report a feasible solution within a reasonable period of
time. Therefore, LNS heuristic was employed to obtain the results
for the base case shown in Table 3. This table presents the best fea-
sible solution after four hours of computational time. While all
nine trucks are used in the morning work shift (Origin-DS routes),
only five trucks are required for collecting waste in the afternoon
work shift (DS-DS routes), as shown in Fig. 3.
The total working time per route shown in Table 3 includes the
travel and service times. Most of the working time per route is
attributed to serving waste bins. In this case, the average travel
time per route is approximately 28 min, while the average serving
time is approximately 3 and half hours (200 min) per route. The
results for the base case suggest that the number and capacity of
the trucks, and the work shift time are sufficient to collect all the
generated waste. For all collection routes, the work shift time is
reached before the trucḱs capacity, which explains the relatively
low utilization rate of the trucks. Therefore, an extended work shift
of 8 h will be analyzed in the sensitivity analysis.
5.2.1. Sensitivity analysis
This section presents a sensitivity analysis of the vehicle routing
model by varying the work shift duration, the service time, and the
number of available vehicles.
5.2.1.1. Work shift duration. For improving the utilization rate of the
vehicles observed in the base case, the work shift duration is
186 C. Blazquez, G. Paredes-Belmar / Waste Management 116 (2020) 179–189

Table 3
Routing results for the base case and sensitivity analysis.

Results Base Sensitivity Analysis

Case
Work shift Service time Number of trucks
duration
Case 1 8 h Case 2 2 min Case 3 Case 4 7 Case 5 8 Case 6 10 Case 7 11 Case 8 12 Case 9 13
per bin 15 min trucks trucks trucks trucks trucks trucks
Number of trucks 9 9 9 10 – – – – – –
Total traveled distance (km) 200.38 138.62 138.31 275.12 205.11 201.47 193.09 187.80 177.63 175.07
Number of routes during work 9 (am) 9 9 (am) 10 (am) 7 (am) 8 (am) 10 (am) 11 (am) 12 (am) 13 (am)
shifts 5 (pm) 0 (pm) 10 (pm) 7 (pm) 6 (pm) 4 (pm) 3 (pm) 1 (pm) 0 (pm)
Average distance per route 14.3 15.4 15.4 27.5 14.7 14.4 13.8 13.4 13.7 13.5
(km)
Average total working time per 3:42 5:33 2:48 3:51 3:42 3:43 3:42 3:41 3:56 3:56
route (hr:min)
Average number of stops per 20 31 31 15 20 20 20 20 22 22
route
Utilization rate per route (%) 61.4 96.0 95.6 43.0 61.2 61.4 61.4 61.4 66.2 66.2

DS DS

Origin Origin

a) 9 trucks in the morning shift b) 5 trucks in the afternoon shift.

Fig. 3. Routing results for the base case.

increased to eight continuous hours (without a lunch stop), while
all other parameter values remain unchanged. The routing results
with nine vehicles that start at the municipality (Origin) and end
at the disposal site (DS) are presented in Case 1 in Table 3. In this
case, the utilization rate per vehicle actually increased to 96% from
61.4% in the base case. When the work shift is increased from 4 to
8 h (i.e., the time restriction is relaxed), the vehicles are capable of
collecting more waste before reaching the end of the work shift.
5.2.1.2. Service time. In order to consider a realistic situation, each
bin is served in 2 min (Case 2). In this case, nine trucks are required
only during the morning shift to complete all collection routes
with a lower average total working time per route of 2 h and
48 min than the base case (3 h and 42 min), and the total traveled
distance decreased from 200.38 km (base case) to 138.31 km, as
shown in Table 3. Additionally, when increasing the service time
to 15 min per collection site to represent a more conservative
and pessimistic situation (Case 3), ten vehicles are needed for each
work shift (morning and afternoon) traveling a longer total dis-
tance of 275.12 km.
5.2.1.3. Number of vehicles. Seven executions of the LNS heuristic
were conducted as the number of trucks is varied. The results of
Table 3 indicate that if the number of trucks is increased (Cases
4–9), then the total traveled distance is reduced. Additionally, the
number of routes required for the afternoon shift is reduced. Notice
that the minimum number of required trucks is equal to seven
since the problem is infeasible with six or less trucks. On the other
hand, the maximum number of trucks is set to 13. The results show
that most routes are executed in the morning shift since these
routes correspond to Origin-DS routes with inferior traveled
distances.
5.2.2. Comparison between LNS heuristic and MILP model
The base case of 272 nodes (collection sites) is hard to solve
with MILP model. Therefore, for comparison purposes, the study
area was divided into five small zones using the well-known k-
means method (MacQueen, 1967; Zalik, 2008). In this comparison,
each zone is solved by the MILP model and the LNS heuristic. The
time limit for the MILP model was set to one hour, after which
the integrality GAP was reported. The LNS heuristic was set to
10 min.
 C. Blazquez, G. Paredes-Belmar / Waste Management 116 (2020) 179–189 187

Table 4
Comparison results between LNS heuristic and MILP model with two and three trucks per zone.

Results Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Total

LNS MILP LNS MILP LNS MILP LNS MILP LNS MILP LNS MILP
model model model model model model
Two trucks per zone
Number of available trucks 2 2 2 2 2 10 10
Total traveled distance (km) 49.68 49.05 41.38 43.53 35.84 34.25 47.02 46.74 52.57 51.09 226.49 224.66
Number of routes in the morning shift 2 2 2 2 2 2 2 2 2 2 10 10
Number of routes in the afternoon shift 1 1 1 1 1 1 2 2 1 1 6 6
Average distance per route (km) 16.56 16.35 13.73 14.51 11.97 11.42 11.71 11.69 17.43 17.03 14.28 14.20
Average total working time per route (hr:min) 2:56 2:56 3:41 3:42 3:27 3:26 3:13 3:13 3:15 3:15 3:18 3:18
Average stops per route 15 15 20 20 19 19 18 18 17 17 18 18
Utilization rate per route (%) 54.6 54.6 57.5 57.5 59.4 59.4 48 48 50.8 50.8 54.1 54.1
Integrality GAP (%) – 34 15 – 0 – 30 – 15 – 18.75
Percentual difference in total traveled distance 1.28 4.94 4.64 0.59 2.89 0.81
between LNS heuristic and MILP model (%)
Three trucks per zone
Number of available trucks 3 3 3 3 3 15 15
Total traveled distance (km) 44.90 44.24 36.19 36.32 32.57 32.53 42.16 42.14 48.01 47.74 203.83 202.97
Number of routes in the morning shift 3 3 3 3 3 3 3 3 3 3 15 15
Number of routes in the afternoon shift 0 0 0 0 0 0 1 1 0 0 1 1
Average distance per route (km) 14.97 14.75 12.11 12.11 10.86 10.84 10.58 10.53 16.02 15.91 12.91 12.83
Average total working time per route (hr:min) 2:53 2:53 3:37 3:37 3:25 3:25 3:11 3:11 3:12 3:12 3:15 3:15
Average stops per route 15 15 20 20 19 19 18 18 17 17 18 18
Utilization rate per route (%) 54.6 54.6 57.5 57.5 59.4 59.4 48.0 48.0 50.8 50.8 54.1 54.1
Integrality GAP (%) – 1 – 9 – 3 – 26 – 2 – 8.2
Percentual difference in total traveled distance between LNS 1.49 0.36 0.12 0.05 0.57 0.42
heuristic and MILP model (%)

Table 4 shows the results for both procedures with two and
three collection trucks per zone. In the same CPU time, the LNS
heuristic solutions are quite similar to the best incumbent solution
obtained by the MILP model. In addition, the total number of col-
lection routes per day is the same for both methods when consid-
ering two and three trucks per zone.
Table 4 also indicates that the total traveled distance for the
case of two trucks per zone is 13.0% and 12.1% larger for the LNS
heuristic and MILP model, respectively, than the base case results.
This difference in the traveled distance is explained by the increase
in the number of trucks from 9 to 10 when clustering the study
area into zones. In addition, the average truck capacity is better
used with the complete instance (base case), which is reflected in
the average utilization rate per truck (61.4% base case vs 54.1%
zoning case).
5.2.3. Comparison with existing household waste collection routing in
Renca
Since the waste is currently collected door-to-door without the
use of bins, only the existing and proposed waste collection routing
results are compared. Currently, nine vehicles follow manually
predefined routes to serve the commune three times a week. On
average, each truck travels a daily distance of 31.2 km and a total
traveled distance of 280.32 km per day. Additionally, the average
work shift duration per route is 14:24 (864 min). Unfortunately,
the existing utilization rate per route is not known.
The aforementioned values are compared with the results
obtained for the 8-hour work shift (Case 1 in Table 3) since no
lunch break is currently considered. Although our results indicate
that nine vehicles are also required to serve the commune of Renca,
each of these trucks would travel approximately half of the average
distance of the current waste collection routing (31.2 km current
vs 15.4 km proposed), and nearly 142 km less in the total traveled
distance. While approximately 5 and half hours are need to com-
plete on average the vehicle routes, more than 14 h are required
in the existing vehicle routing to collect the household waste in
Renca. This comparison manifests that the proposed bin-to-bin
solid waste collection routing is more time-efficient and economi-
cal than the current collection system.
6. Conclusions
This study presents a network design of a bin-to-bin household
waste collection system that consists of a two-stage methodology.
First, Mixed Integer Linear Programming (MILP) model is proposed
to solve the location-allocation problem, in which waste genera-
tion centroids are assigned to waste collection sites, and a number
and type of bins are determined at each selected site. Second, a set
of efficient collection routes are determined for a fleet of homoge-
neous vehicles using a Large Neighborhood Search (LNS) heuristic.
This two-stage procedure was applied to a real-world case study
for the commune of Renca in Santiago, Chile.
The bin location-allocation and vehicle routing results are
obtained for a base case and a sensitivity analysis of different
model parameters. For the location-allocation phase, the base case
and the 200-m maximum walking distance case present similar
results with the low total bin cost using a large number of small
bins. The lowest total bin cost is obtained when the waste is col-
lected every day using half of the total number of bins required
in the base case. However, daily waste collection is necessary,
which will increase the routing costs.
Overall, the results for the vehicle routing phase suggest a larger
number of morning routes between the municipality (origin) and
disposal site (DS) since these routes have shorter distances. The
continuous 8-hour work shift yielded a lower total traveled dis-
tance than the base case using nine vehicles with a very satisfac-
tory utilization rate of 96%. Similarly, when reducing the service
time to five minutes, the utilization rate increases with respect
to the base case and only morning routes are required.
Finally, the LNS heuristic presents a satisfactory behavior when
compared to the MILP model with small instances. The proposed
bin-to-bin household waste collection vehicle routing presents a
more efficient solution than the existing door-to-door waste col-
lection in the commune of Renca with respect to the total daily
traveled distance and the average work shift duration.
188 C. Blazquez, G. Paredes-Belmar / Waste Management 116 (2020) 179–189
Declaration of Competing Interest
The authors declare that they have no known competing finan-
cial interests or personal relationships that could have appeared
to influence the work reported in this paper.
Acknowledgements
Dr. Paredes-Belmar is supported by the Chilean National Fund
for Scientific and Technological Development, FONDECYT [grant
number 11170102].
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